sprague



Aprily 26', 1927.l

F.D. sPRAGUE AUTOMATIC BRAKE CONTROL APPARATUS s sheets-sheet. 2

Filed Nov. 20, 1923 i m. sv.,

WITNESSES INVENTOR.

Frank B19 e smond lgue,

MMM

'.April 26,19270 16,626,586

F'. D. SPRAGUE AUTOMATIC BRAKE 'CVONTROL APPARTUS Filed Nov. 20,- 1923 5 Sheets-Sheet 3 WMMMN HHM ' B Y M Frank Desmond Sprague,

rPatented Apr. 26,

' rRANx nasi/tomi sPaAGUE, inooKLirN, NEW Yoitx l aU'r'orrArIc BRAKfn-coNTRonArrARA'rUs.

' Application, sie@ November 20,1923." seriai No.A 675,853.1

IThis invention; relates to "an improved brake controlling apparatus designed to be set in operation by` impulses transmitted Yfrom the. trackin accordance with, and gov- {erned by, lcertain conditions of the track cir-.f-

cuitcm *Y y y The special function of this apparatus,

erly utilize the impulse `so transmitted, 'and to act as a selective translating medium bet On Athe vlarge majority ofy antomatictrain f tWeensuchy impulse and j the locomotive and train brake system.` g

` `Itis a desirable feature of such apparatus that tlie'character of :the brake applicationshall be duly coordinated to the` existent ktrailic, load and grade conditions, kand-,ac

i cordingly it rkis'one offtlie objects; of my in? vention to'pi'ovide a device Whiclimay be .operated from they trackfto eifectabrak ing of `selected predetermined amount for proper reduction* ofy train speed when passingy a caution signaly or itsiequiv'alent and to lcause-an amplified application of the y,brakes n suiiicient to bring the trainto aj stop'vvhenv passing a point a definite distance tothe rearv Y of tliefstop signal,

control c devices' heretofore `rdevelopedr the principalrthought has :been placed on the transmission of tl'iezfcontrolling impulse be- 'f tweenftlie `track and the moving train. Such impulse being received,-it was generally considered suliicient to utili'zevvit to open some simple forni of brak-e.y pipe vent valve `and Vexhaust the brake pipek air Vdirect at The automaticV venting 'of the trainr rline ofthe air brake system, as heretofore practiced in many'train controlling mechanisms, either exhausts practically all pressure in the train line, or so'reduces the train line pressure that a considerable4 loss of time ensues kbefore the train can proceed after getting an automatic stop application, because vthe brakes cannot be'rkeleased until the pressure yin the Atrain linev has been restored.

` Another `difficulty in the.- operation of the air brake mechanism "in automaticltrain ycontrolling ldevices arises from 'the fact that the jpressure-utilized inv` practice for thev control,l y K .ti'on is to` furnish a control; valve capable of example: f n p fA-freight enginefmight operate with one l'iundred poundspressure in the ,maink `refss tion Will be required.

` valve is unableA tofnieet the requirements. f

ervoirs and eighty pounds pressure-in the .train\,line,whereas in passenger service service thatval've Wouldbe unsuitable when c t ,tliosameengine is used in passenger rservn which-for convenience will hereinafter be f referred to as the control valve, is to propf.

ice, asis sometimes necessaryf v x Still another diiiiculty encountered by` i an lautomatic train control device is the varied ,'g'cliaracter, ofthe trail loadback. of ,the locomotive,y as Well fasj the Wide. Y difference in speed and f gradecon ditions met With vunder service conditions ,i

equipped WitliPC or UCfva1ves,^is entirely different fiom-T-Wliat Will be? demandedin handling' a 100-carffr`eight., Onwthe passen-v ger train onel can resortfto heavy service' equalize and tlieslackfto adjust? :Under certain 4conditions 1 this firstv 1= service reduction Y maybe amplified, While unde'rothers itrwill bel necessary y tov allow the, first- :application to remain in force'until `the trainjlias .come

lto a stop. Again, it is sometimes necessary to apply :brakes to the trail load alonevfhi-le thus preventing undue run-in ofslack, While under' other conditions a reverse A still further diiiicultyjinet -rwith in railroadoperation arisesfr'omtlie necessity of shifting yfreight "locomotives toL `passenger seivice'or' vice versa under certain conditions. .i l The satisfactory control mechanism Will allovv fthe automatic brake actionk to be eliangedJas" demanded u by the exigencies of the service.

f Zhen one considers the problems y'aspresentedr by freighty and lpassenger trains operatinsratvarious speeds, on leveland grade,V and the-different loadings` it isv apparent that the simple form of brake pipe vent A: furtherolgieea therefore, ',ofcniy; inven- .providinginultiple and ydifferent degreesyof service aswell as emergency brakingf;y The vof this ac- J fand eii'iergency4 braking, whi-le on lthe freight i the irst `application must be comparatively a light, in ,ordertoyallow the;brakeuriggiiiglto f determined it will be definite, irrespective of anyfluctuation in brake pipefpressure.

Another object is to provide a control valve so designed as o allow the locomotive to be easily shifted .from freight to passenger service or vice versa, with the assurance that the brake action will always be in accordance with the demands thereon.

A still further object of the present invention is to provide a control valve having the laforementioned characteristics, and so designed that afailure to function properly or the breakdown of any part should, as nearly as possible, cause a brake application.

Thefvalve to be described has been designed primarily for operation with an electro-pneumatic train control system actuated by two distinct impulses received from the track at different times. Under normal conditionsl it -will be considered rthat the first impulse is -received at or near the caution-indication of a standard block signal system, While the second impulse will be received a suitable distance to the rear of the stopy indication. It is a matter of no consequence whether such impulses are received from contact ramps, are transmittedy by the fields of permanent track magnets or are the result of fields generated byalternatingf-currents in the traffic rails themselves. In anycase, once received on the locomotive it is assumed that proper relays or equivalent mechanismis provided to 'amplify or translate these impulses.

Inorder to fully safeguard the train, irrespective of what automatic control system may be used, an engineer should be free at allL times to amplify the'action of such system inthe event of automatic service braking by manually applying additional braking, and should likewise be responsible for the release of all automatically initiated brake applications.

The valve mec-hanisin about to be describedis preferably used in conjunction with the electro-pneumatic train control system,patent for which was applied for'by Frank'J. Sprague, August 7, 1919, Serial No. 815,880 corresponding with British Patent No'. 149,922. In that application a centrifugal governor is indicated'whieh is capable of varying the connections yof certain electric circuits in accordance with the trainis speed; Also a special attachment for the head of the )liTestinghouseII-(S -engineers valve is illustrated-therein, which apparatus by means of finiti pressure actuated motor pistons 2, 2 and yokes 1, 3 mounted on the engineers valve spindle is capable of automatically moving the rotor of such valve to lap position following the receipt of the control impulse, thus shutting oifcommunication-between the' main reservoir and the brake pipe.. Similar provision is made-in iceeassc application Ser. No. 879,929, filed December 31, 1914, by Frank J. Sprague, corresponding with British Patent No. 18,213 of 1915. In the following description the functions of these two units should be borne in mind.

This invention is, however, presented -as an-entity for general employment in the art of train control and in the specific form illustrated I have for convenience in description and presentation departed somewhat from the specific showing of the said application Serial No. 315,880, (British Patent No. 149,922). I have found it convenient in presenting this invention, but without intended limitation, to assume a similarity of control of both coils herein illustrated as initiating the operation of the valve structure. Furthermore in the event ofapplication of this invention to the showing .of the said Sprague application, Sr. No. 315,880 (British Patent No. 149,922), it will be apparent that all of theSprague automatic valve structure of the said application would be omittedon replacement by the functions and apparatus of my invention and that other obvious changes would be made.

A preferred form of my invention is shown in the drawings, in which Fig. l is a schematic view of the control valve in the normal or running'position, and selectively arranged by means to be explained later to furnish heavy serviceand emergency braking at the first and second track'control pointsl respectively.

F igs.` 2 and 3 are similar views of the valve after operation in response-toa pri- .mary and secondary brake application impulse respectively.

Fig. lis a view showing the relative positions of the selector device and valve ports when theapparatus is set to furnish light and heavy service braking.

The impulses picked up by the receiving mechanism, anddiiferentiated by the relays of the train control system, are transmitted to my selective brake application valve assembly, and control:

1. Two air vent valves 9 and 10, normally closed, with establishedl openings 8 and 1.2 respectively to atmospherefrom the opposite ends of a chamber 1 in which-moves a spring-centereddierential valve piston 13 an: engagement with a suitably-ported lslide valve 34;

rlhese prim-ary 'and secondary vent valves are two metal-seatedelectrically-controlled valves, identical inconstruction. longas the coilsof 'both' valves are energized 'main reservoir pressure (supplied to the chamber 1 thru passage 2) is retained in both ends of the differential valve chamber.

Then the circuit of one or the other is` Vopened the plunger and valve drop,y under `the faction-fof gravity, and -rmain reservoir variable, brake applicationsfjust mentioned f or heavy 'ymeasui'edservice, or:V f emergency by ,tliemovement ol"k the differential piston '13, sliding insuitable cylinders; the v`rWhole y .pressure on the side'of .the diierential valve `undercontrol of the vent valve Iinjquestion is vented toy atmosphere viak a suitable kpassage aswill late-rfbeexplained. s L i 2.fTlie .differen-tialvalve. contro'h which initiates any required combinationoilight brake applications,y varying 1 :tne -"automatic applications in accordanceivitliitlie 'requirements `imposed by, the Widelydiiering conditionsoftrainmake-up and operation.' The may be applied,.,tok locomotive getlier` or to the .train alone..` f

kand train-'tol The slide valve. 84 referred operated give tWo degreesfof measured Lservice y,brakyingfin rvco-ordination with the setting fof a selector valve :and position of the difierens vtial val-ve, althoyas Lvvill be evidentfrom the subsequent description of operatiom-as many* degreesroi,suchl braking as required may be Essentially tlieiimeclian-ism consists 'of a cylinder anda piston'14l rendered airtight `by suitablemeanaas, ,for example, ajcupy leather packing. Normally-'a balanced kair ,pressure eigzistscn.bothv sidesot the; piston spring, 29'keepsit in the release(let hand) so that. the Ythrust .of :a calibrated.y helical position.` Pressure air fromthe equalizinfr lreservoir n or 1 brake pipe; of. the standarc brake equipment is supplied by means `ota passage 25 to chamber 24 at the right of pis-y ton 41 .and tliencethru passage 26andrestriction y'to a capacity kreservoir 27- and the chamber 28 at the-left of piston 4l. `"'Nlien air pressure is reduced on tlierightf` side oi' the piston it movesa cutk-ofslide valve 42 against the resistanceof the springifso that the yvalve travel is proportional to the presf sure"v drop, and the. exli'austports 46, 36 inthe f slide. valve seatarek CCordingly i lapped 'fol-y lowingfpredeterminedl kreductions of, equaliz ing reservoir airilk 'Ej i Y Y l The vport 26`inthe slid/e valve'v seat is kso located as tobe uncoveredcnly When the slide f valve .isf in,y the?.l extremev left r hand pof vsition. f The kcapacit-y reservoir communicates at all' times with. `therlett side ofthe piston 413-'itsifunctionybeingisimply to increase the volume off .the cylinder on .that Sida of the' piston. m i y tion proper kis opened by means of main `res` ervoir'pressure applied onxtop ofan actuating'piston'v4 fromcliainberllof the ditte-r "i ential control valve j thru al controlled. pas-v 'fsage 21,43, 44`as-` Willlater beexplain'ed.

7h/en this piston ,is 'depressed byan application ofsaid pressure a brake pipek atmosplieric ventO-is opened, Whielri's o'f'suicient size` tol cause an emergency application oi!y the `bralneseven though the ,liandleof the engineers brake valve should be in release Dosition. Y f 1 5..A-uselector-valvecapable of being ro-` tatedexternally and locked in any one o'fa number of positions makesfp'o-ssiblefselective braking; or in other words, allowing tlie .iautomatfy eqpmentto be so set as tok give proper braking'irrespective of Whether tlie locomotive is used ink high speed passenger or tonnage 'freight equipment. i This Selecf `4. `The quick-action or emergency valveqis spring-.and-airpressureseated valve. 48 designed l1to1" venting brake lpipe air Ltq'atniorfV pliere thru 'ar large opening. :Thevalve'perf` tivity is accomplished vby theclianged interconnections y of;r certain illustrated air "passages controlledby .the movement of saidsel ylector ;valve.;fThe selector valve sgillustrated. as located centrallyof the general valve assembly andasprovided Withtcavities 38 and 45 for t-liepnrpose just referred to.

` All the units ab'ovedescribed arefself-contained andare independentlybolted toa i permanent .manifold to -which vall pipe con.-vv

Vnecltio'ns aremade', so. t liat any unitgmaybe removed without disturbing" any other poi'- ytion orkWithout breaking anypipe: connectornsfw I,

...Wahine 'eine assembiyfa ispessibie readily to varythe results, as for example: On 'the first trackl impulse-,to get `.eitheiya lightn service applicatiomfor a heavy service application; kand on the second jtrackj iin-v pu'lseLeither ai heavy service application', or an emergency application; andsucli braking maybe made elective on botlithe locomotive and trail load or..y on ythetrail load alone. It

should-befborneinmind .tliatthecombinaf 'tionsabove indicated. are for purposes ot i illustration only, and y,that iny manufacture theyv `may 'be-varied from the i outline given by are-arrangement ofthe ports/of the selector valve.l i i g f A The valve assembly thusbriey described is'applicable toany kind of standard-brake equipment, Being ot the universal `r'type itinayk be utilized` on eitherfreight or pas-l sengerservice, and it will operatefefliciently Whether exhaustingfromthe equalizing reservoir ork ireet lfronfithe brakepipe ,in -mak- 'ing 4"service applications.

v Despite its rnumerous vpossible unctionsi't is 'simplel in .construction and'vabsolutely reliableinloperation.` It is physically of identically the same general character asfother parts of the'regularair brake systems and requires like attention'and care. In caseof necessity it may be immediately cut off from all connection with therest of the. air brake piping.

Proceeding now to a description'of a typical operation, it should be noted that the accompanying"diagrams have been devised with the object'of makingfthe functions of the various parts more' clearly understood than With'regard to theireXact construction or arrangement. Let it be'assumed, for example, that the selectorvalve has been set for high speed passenger equipment, sol that the mechanism will give a heavyservice application on receipt of the first brake'actuating impulse anda quick-'action application on receipt" of the second brakev actuating impulse. i

f Referring to Fig. 1 the apparatus is shown in the normal or clear condition. Main reservoir air enters chamber 1 of the differential valve via pipek 2 and passes thru the small mete-ring holes 3 and 4 to chambers 5 and 6` respectively. Flow of air from chamber 5 to atmosphere via passage 7 and port 8 is prevented by vent valve 9, the coll of which is energized. Likewise vent valve 10 prevents flow of airfrom chamber 6 to atmosphere via passage 11 and port 12. Consequently the pressures in chamber 1, 5 and 6 will equalize to that 2 of the main reservoiigthe forces on the differential piston-13, therefore, will be balanced, and that member will be retained infthe 'center posiltion by the action of the helical springs 14 and 15. Due to the fact that the spring movement is limited by two shouldered sleeves the slide valve .has aslight slack motion on the center. The area ofits ports is sufficient to take care of this slack.

Port and passage 16 are open-at all times to atmosphere, so that Whenthe slide valve is' centered port 17 communicates with atmosphere via passage 18 and cavity 19 on the differential slide. Port 17 is connected via passage 20 to the engineers brake valve actuating mechanism previously mentioned:l consequently no pressure is exerted on the brake valve motor pistons `and the engineer has perfect freedom in the' manual voperation of this valve.`r Ports 21?, 22 and 23"are lapped by the differential slide-valve 34.5

Equalizing reservoir o1 brake pipe air enters chamber '24 of the: duplexV service' ivalvc via passage 25 and flowsthru the 'charging port 26 to capacityreservoir 27 and cl'ia-inber 28.4 As `the `-airfpressure at eachside of the duplex service valve piston is thusl balanced, this unitis forced to the left or release position by the helical compressionispring 291A chamber so tra@ quier-'action van@ com:

municatesatl all timeswith the brake pipe'. Chamber 31 is'open'likewi'se at allftimes'to atmosphere'. Consequently, sincelthere'is no pressure in chamber 32, thevalve'ismain tained closed'underthe combined action'of spring 38 andbrakepipeY air.

On passing the .first active application point and receivinga suitableimpulse the primary ventvalve 9-will be caused to operate, thus'- establishing; communication between ychzunber 5 andy atmosphere. The main reservoir air in'tliisfchamber will thus be exhausted to 'atmosphere faster than it can be supplied -thru themeteringuh'ole 3. As a result anv unbalancedv pressure' condition is established and the differential piston 13 and slidevalvej@V will move to vthe left, as shownin Fig; 2.' Main reservoir'airwill flow thru tlieslidefva'lve ports and k17 to passage 2O and, as explained in' the said Frank JJ Sprague application, Sr. No. 315,880 filedAugust 7th, 1919, willcause the engineers brakeV valve tol be `moved lto lap position.l Similar1t movenient of 'the engi# neers brake lvalve `to lap lposition isl fully described in application, Seri' No. 879,939 iiledDecember 31st,' 1914,v also by FrankJ. Sprague which application 'corresponds with British Patent No. 118,213'of 1915.'

lVhen' the `enginee'1"s'=rotary`valve; is Ain lap positionall flow of air lto thev brake' pipev or the equalizing reservoir lis stopped.' Equalizing reservoir or b'rakepipe air will now pass through ,the vduplexfservic'e fvalve pas'- sage Bti-to port37- ofl the selector valve; thru cavity 3 8f`tof port B9" and "to atmosphere via port 22,/'caw'fity 19 ofthe differential"'slide valve and port 16. As such a iow ofair cannot take" place without" a reduction in pressure beingestablished, air in cl'ia'mber 28 will tend to flow thru'chargingfport 26, but this flow willx be small on'faccountofthe restricted'opening 40 interposed between the two: At theV same `time this 'pressure reduction will cause 'the dupleX service piston 41 to start to move to the right.

The first; movement of this piston will cause the slide valve 42 to lap port 26," and consequently the pressure in chamber28 and the capacity reservoir 27 will'be retained at practically its initial value'. (The expansionV due to the movement of thel duplex service piston is 'negligible on "account of the sizef'of the 'jcapacity reservoir). The discharge of equalizing reservoir orbrake pipe air will continue "until a sufficient A'reduction infpressure has' been made 'to' allow the serv# ice piston` 41"to compress'jthefhelical lspring 29 suiicientlyso 'that theslide S42v will lap port 86 and Y out od furtheri iio'w. The strength 'of the` spring and the'len'gth of the stroke, etc., are preferably so v"proportioned thatn this cut-'oiffpoint insures abuta 22 lb'. reduction, -`to 'effect' a fullservice application'. Should the y'prrr'rary"'venjt" valveQ 'be re- "feo energized" it willfcut'ol the discharge `of lmain reservoir air from chamber to at# mospliere.y Pressures 1n chambers l and 5' Will equalize vialthe metering-port 3 and the f differential piston and slide valvevvill then f return to center positiondue` to the thrust..

ofthe compressed left handhelical spring 14. vCommunication between the engineers brake valve actuating mechanism and atmosphere'lis accordingly re-,estahlished, Witha consequent relief .of thruston the engineers braker handle. The engineman may then manually release his brakes by moving .the

rotary to release or running,positions,-which` will rie-charge the brake pipe and equalizing reservoir. Capacity reservoir pressure will equalize with brake pipe.

. This rise of pressure in chamber l.24ct1 the duplexservice valve, in con]unction Withthe thrust yof the compressed Ahelical cut-oli spring- 29Wi'll move the piston 41 to the lett so thatslidey 42 will uncover `in ksuccession ports 36, 46y an`d`26.-- rlhe first two ports are ineffective for discharge, as they arein turn 'f lapped by' the differential slide 34. Un-

covering of portk 26, however, allows pressures on both sides of pistou41 to equalize.

Should ya second active 'application point be passed` anda second track impulse be received prior to `the receipt otay clearingv fim-k pulse the seccndaryjvent valve .l 'Willopem and this Will cause a discharge ot pressure! f from chamber 6 at a rate greater than can: be supplied through the metering hole 4,k :l .thus creatingan unbalanced torce which Will move fthe differential piston 13 and slide valve-34 tothe rigl'i't .handposition, as in# dicated inr Fig. 3., v,This is obviously .independent of. act/)incidentopening of .ventvalve 9 because yof the diflerentialfcharacter otthey piston. 'Mainreservoirair enters pas` sage 2O via portJ 17,`and,as lpreviously described,y Will` cause aflap'ping of the engineers rotary.` `The mam reservoir air pres-` sureuwill ralso flou" thru the Aportof the differential slide valve and port 21 to chamber 32 oil `the quick-.action valve viay passages 43, 44 and `cavi-ty 45 ofthe selector valve.

kThis main reservoir air Will. depressthe` quick-action v.piston 47 and unseat they brake pipe vvalve 48. Brake pipe air Will then be vented to atmosphere/.via chambers 30and 3l and a quick-action application result.`

Upon re-energizing the coil of s the l secondary vent valve l()y the pressures in chambers l and 6 Willequalize andthe differential Apiston 13 will yre-ce'nter.` vThe fthrust -on the engineefs/brakek valve Willk be released in' the same manner as in they service application, Whilefflovv vof air toy chamber 32'Will be cut olfbythe lapping offport 21.` Piston'47r.

isl jmadel relativelyy loose-fitting yso that the pressure existent 'in chamber `32-may lealr oli3 to yatmosphere through a suitable `port beneath the. piston, thus'permitting,corn#v pression spring 33 to re-seat the quickfaction valve. The apparatusis-novv in the` normal position and the engineer may release the brakes manually. f l

When itis desiredpto effect onlyv a light service application at the first active application point rand a heavy service applca` tion at they second active application point,

the selector valve is set in the position shown m Fig. 4; Ports S7 and 44 of the selector lvalve arenow blanked, and ports 39 and 49 are caused to register with each other via cavity 38; y

The eect ing ofl the apparatusis yconlined merely to the manipulation vof the equalizing reservoir orybrakepipe air via the duplex :service valve and differential slide valveto accom plish the desired results. Therefore, kin de scribing` a complete cycle of operations with the above` selector valve setting we may pass directly' tothe Lpoint Where the engineers brake valve hasibeen lapped, -followingthe leftwaldmovement of the differential valve in response to a` primary impulse, as the functioning ofy the lapparatus from` normal yccmdition upto this point is substantially the same as described in the Heavy serviceemergency cycle'offoperationsl j :.With the` engineers rotary valve in lap position all'flovvotair to' thefbrakefpipe of this change on the function-y or equalizingreservoiris stopped. Equalizing reservoir `airgor brake pipe :Will now pass `thru the duplexy service' valveA port 46 to port 49 of theselector rvalve,vthru-cavity 38 to porty 89, and toffatmosphere viaport 22"'cavity 19 of the differential.. slidegvalve yandf'fport 16. "Asthe equalizing kreservoir or brake pipe 'pressurefalls air; Willt-end to flow from chamber 28 thru .port- 2'6, 'but this flow Will be small becauseof'the restricl tion 40. kA ldiiierential, pressure condition is therefore'set up which starts piston .41,

moving to the right. The yfirst movement jot theslide valve 42 laps port v26 and pressure in reservoir 27 and chamber 28 is trapped at practically its yinitial value.. lAsthe equalizingfreservoir or brake pipe pressure continues yto fall thedlerential 7pressure becomes ygreaterand piston y41is moved furtherto` the right 'against the resistance of spring 29 vent valve will Aeffect restoration of the apparatus tonormal condition yand permit yrelease of thebrales in the same manner as previously explained,l f n Should a second active application point `be passed priorto the receipt of; a clearing impulse the secondaryfvent v`valvesl() `will n open causing the 'differential valve piston 13 to move to the right, with a consequent lapping ot the engineers rotary in subst-an-` tially the same manner as previously eX- plained. Equalizing reservoir or brake pipe air will now discharge thru port 36 ot the duplexservice valve to port 23 in the dillerential slide valve seat, thru cavity 19 in the slide valve and thence to atmosphere via port 16 in the vdifferential slide valve seat.

The operation of the duplex service valve, following a reduction in equalizing reservoir or brake pipe pressure, having `been heretofore fully described it is only necessary to state that the spring strength and travel have been so proportioned as torequire about a 22 lb. or iull service application ot the brakes before slide 42 laps port 3G.

The yforegoing detailed description has been given for clearness of understanding, and no undue limitation should be deduced therefrom, but the appended claims should be construed as broadly as permissible in view of the prior art.

Having thus described my invention, .what I claim ias new, and desire to secure by Letters Patent, is:

l. In a train control system, the combination with an air vbrake equipment of a means capable ot initiating variable .brake applications in response to identical governing 1mpulses received from the track and means for selectively determining the character and degree of brake applications initiated by said iirst mentioned means.

2. In a train control system, an automatic valve capable ot making multiple service applications due to venting different but predetermined amounts of equalizmg reservoir air to atmosphere.

53. In an automatic train control system, the combination with an air brake equipment embodying a brake pipe and an equalizing reservoir, ot a vent device to reduce a controlling air pressure to effect an application ot the brakes, an air storage reservoir charged 'from the source of said controlling air pressure, and a vent device having a piston with a connection from one side ot' the piston to the said storage reservonga connection from the other side ot the piston to the source of said controlling air pressure and a third connection to the said vent device, and valve means vactuated by the piston to control communication between said vent device and that side of the piston which communicates with the said source of controlling air pressure.l

4l. In an automatic train control system, the combination with an air brake equipment embodying a brake pipe and an equalizing reservoir oit a vent device to-reduce a controlling air pressure to eiiect an application ofthe brakes, an air storage reservoir charged trom the source ot said controlling air pressure, and a vent control device having a casing with a chamber and a piston therein and with a valve outlet at one side ot the piston, which valve outlet is controlled by the piston, a connection from one side ot' the piston to the said storage reservoir, a connection between the said valve outlet and the other side ot the piston `with the source ot said controlling air pressure. and a third connection from the discharge side ot vthe valve outlet to the said vent device.

5. In an automatic train control system thecombination with an air brake equipment of a brake application valve assembly comprising two electro-pneumatic vent valves, a differential valve embodying a difierential cylinder and a `piston and slide n'ioving therein, a duplex cut-olil valve capableoi" throttling an exhaust ot ycontrolling air pressure after two definite degrees ot' reduction initiated by the operation ot the diliierential slide valve, and a brake pipe vent valve for venting brake pipe air in large volume direct to atmosphere.

6. In an automatic train control system the combination with an air brake equipment ot a brake application valve assembly comprising two electro-pneumatic 'vent valves, a differential valve embodying` a differential cylinder and a piston and slide moving` therein, a duplex cut-olaf valve capable ol2 throttling an exhaust of controlling air pressure after two definite degrees ot reduction initiated by the operation of the ditl'erential slide valve, and a brake pipe vent valve for venting brake pipe air in large volume direct to atmosphere, together with manually operable means tor varying the combination of brake applications initiated by said valve assembly.

7. In an automatic air brake assembly, the combination ot two vent valves responding to successive track impulses, a di'llerential valve operated thereby, a plurality ot brake applying mechanisms, a selective means :tor determining which of said mechanisms shall respond to said impulses.

8. In an automatic air brake assembly, the combination of two vent valves responding` to successive track impulses, a diii'erential valve operated thereby, a plurality of brake applying mechanisms and means for varying the connections between said differential valve and said brake applying mechanisms.

9. In an automatic air brake assembly, the combination or' a plurality of brake applying mechanisms for effecting different degrees ot braking, and means for determining which differing combination of brake applyl ing mechanisms will respond to two siiccessive track impulses.

l0. In an automatic air brake assembly, the combination of means for effecting a plulili) -iality of differing degrees of braking, and

means vfor selectively Adetermining.l Which of two degrees of braking shall respond to each of two track impulses.:

i y1l.*i`In. an automatic. air brake assembly,

the combination of means `for producing two idegreesoflimited. service braking'a'nd an increased braking" effort, 'and means for selectively determining I ywhich of two i degrees o't'braking-vr shall respond toa plurality of successive track impulses.' v

In an` automaticairfibrake assembly,

,l the combination. of. a plurality of vent valvesy responding to successive track impulses,` a' differential valvegrespondiiig inopposite directions of movement to the opening of said' vent yvalves and labrake applying means responding to the `movement of said differential valve( .l l

y13;.In. an automaticy air brake assembly,

the combinationof a plurality of ventvalves responding to successive track impulsesfal differential valve responding/in,opposite di.-

iections ofmovement to theopening of said i Whether the braking. resultingl fronitwo y116. Ina'train a brake. pipe and. means for charging'fthe effected in response `to like movements of ythe control valve.. .i I

- l5. Infaii automatic air:brakeassembly,` the combinationof apluralityv of vent valvesl responding to k two:- or more track impulses, van automatic .service valve L,haviiigftwo'f degrees `of movement to effectdiff'erent fixed(` reductions `of brake pipe ypressure regardfj less .of brake ffpipe lpressure variations, av

quick-action valve :to :effect Ia ky"maximum ide-f grec .of braking, and means for determining track impulses' shall be bothot limited servr`ice character orfone of limited service character' andthe .otherof iniaxiinuml braking character. n controly systeml comprising brake pipe including a'main reservoir, the combination of a differential pistonliaving opposite `faces of; different areas normallyv subjected to main reservoir pressure, a cyl-l inder yin Yvvhich' the differential piston reciprocates, mechanism operable the differ` ential*y pistonyfor .effecting a: ldrop"` in brake pipey pressure on movementvofy thejdifl'er ential piston, and .meansf-forfchangingf the normalfpressure, kconditions on the differential piston toA effect said movement.

- 17 a .ftrainfcontrol'system comprising a vbrake .pipe and` means for charging the brake .pipel including a main reservoir, the

- combinationof a differential piston having ,oppositey faces k,of dierent .areas normally subjected to -main reservoir pressure=,"a.k cyl'- inder iii-.Which the differential piston 'ie-v ciprocates','mechanism operable by the differ-y ential piston foreffecting a vdrop in kbrake pipe pressure on movement thereof, anormally closed valve for exhausting .main

reservoir pressure .on onel of` the faces of said piston for yeiiectingrsaid movement on open-k ing of said valve, a normally energized coilk for maintainingy said valve closed and means for effecting the deenergization. ofsaid coil.

18.. I n a train control system `comprising a brake pipe'and meansl for :cliargingithe brake pipe; including a' vmain reservoir, .the com-v binationof a dierential piston 'having opposite faces ofidifferentareas normally subjected to main,reservoiripressure, a cylinder inwhich the differential piston reciprocates,

mechanism operable bythe diiierentialfpiston for effecting a dropin brake pipe pressure on movementy of' the piston'v ina direction toward its face of larger area andmeans fore'ecting a discharge ofjinain-rescrvoir' pressure on saidpfaeey of larger area to eiiect saldi movement.'`

1'9. Ina: train control'systemcomprising a brake pipe and means for charging .the brake pipeincluding .a main reservoir, the combination of a differentialy piston having vopposite faces ofv different areas normally subjected tomainireservoirpressure, a cylinder in whichtheudifferential `,pistonr reciprocates, mechanismoperable by the differential; piston foreffecting av drop inv brake pipe pressure. on `movement of the piston in a 'directiontoward its faceof larger area, a'normally closedvalve for effecting when opened Aa discharge Ofmain reservoir pres,-

sure oirtlie face of the piston oflaigerarea,4

a. normally. energized coil/for .maintaining said valve closed and me'ansffor deenergizing said coil.- i

20.' In a train control. system comprising a brake pipe and means` for. charging the,y

brake/pipeincludinga main reservoir, the

combination of a differential piston having opposite faces; of different reas normally subjected to main reservoirpressure, a cyllinderin which the differential piston re.-

ci'procates, mechanismoperable by the differ-l ential pistonfor effecting a, drop iin brake pipe pressure on movement of the piston in a directiontovvard its facejof smaller area, a normally closed valvefor eii'ectingwhen .openeda discharge of mainreservoir pres- I sure oni the face' ofy the.' piston of smaller area, a normally energized coil for maintaining said 'valve closed andmeans for dei energizing .said coil. f

f y 521; In a `train.eontrolsystem comprising a brake pipe andmeans for charging` ,the brake pipe including a. main reservoir, Ithe combination of a differential. pistonlhaving opposite faces of different areal normally subjected to main reservoir pressureya cylinder in which the vdifferential piston re ciprocates, brake applying means, `means controlled by said piston cri-operating with the brake applying means to cause a service application of the brakes when the piston is moved in the direction toward itsface of smaller area .and means `for changing the normal pressure conditions on the differential piston to effect said movement.

22. In a train control systemcomprising a brake pipe andmeans for charging the brake pipe including a main reservoir, the combination of a differential piston having opposite faces of different areas'normally subjected to main reservoir pressure, a `cylinder in which the 'diferentiahpiston reciprocates, brake applying means, means controlled by said pistonco-operating with the brake applying means tocause an emergency application ofthe kbrakes when the piston is moved in the ydirection toward its face of larger'area and means forchanging the `normal pressure conditions on the differential piston Vto effect said movement. n

23. In a train control system tcomprising al vbrake .pipe and means for charging the brakepipe, including a main reservoir, the combination of .a differential piston having opposite'faces of dierent areas, both nor- .mally subjected to main reservoir pressure, cylinder in which the differential piston reciprocates under the pressure applied to said faces, a brake applying means, means controlled -by said piston in cooperation with a brakezapplying means to cause a service application of the brakes when the .pistonis moved in the direction towardsthe'face of larger area, and means for changing from normal the pressure relation on the faces of the differential piston to effect such movement.

24. In a train control system comprising a brake pipe and ymeans lfor chargingthe brake pipe,.including a main reservoir, the combination of a. differential piston having opposite faces of different areas, both normally subjected to main reservoir pressure, a cylinder in which the differential piston reciprocates under the pressure applied to said faces, a brake applying meansmeans controlled by said piston in cooperationfwith a brake applying means to cause a service application of the brakes when the piston is reciprocated in either direction, and means for changing from normal the pressure relation on the 'faces of the differential piston to effect sucliinoveinents.

2V. In a train control system comprising a brake pipe and means for charging the brake pipe, including a main reservoir, the

combination ofa differential piston having oppositenfaces of different areas, both normally subjected to main rese voir pressure, a cylinder in which the differential piston reciprocates under the pressure applied to said faces, :a brake applying means, means controlled by said piston in cooperation with a brake applying'means to cause a service application of the brakes of one amount when the piston is reciprocated towards its face of smaller area and a brake application of larger amount when reciprocated towards its face of larger area, and ymeans for changing from normal the pressure. relation on the faces of the differential piston to eli'ect such movements.

26. In a train control system con'iprising abrake pipe and means for :charging the brake pipe, including a main reservoir, the combination of a differential piston having opposite faces of different areas, both normally subjected to main reservoir pressure, a cylinder in which the differential piston reciprocates under the pressure applied to said faces, a brake `applying means,fmeans controlled by said piston in cooperation with a brake applying means to cause two de* grees of service application of the brakes when the piston is reciprocated towards its face of smaller area, and means for Ichanging from normal the pressure relation on the faces of the differential piston to effect such movement.'

A27. ln a train control system comprising a brake pipe and means for charging the brake pipe, including a main reservoir, the combination of a differential piston having opposite faces of different areas, both normally subjected to main reservoir pressure, acylinder in which the differential piston reciprocates under the pressure applied to said faces, a brake applying means, means controlled by said piston in cooperation with a brake applying means to cause two degrees of application of the brakes when the piston is reciprocated towards its .face of larger area, and means for changing from normal the pressure relation on the faces of the differential piston to effect such movement.

28. fn a train control system comprising a brake pipe and means for charging the brake pipe, including a main reservoir, the combination of a differential piston having opposite faces of different areas,'both normally subjected to main reservoir pressure, a cylinder in which the differential piston reciprocates under the pressure applied to said faces, a brake applying means, means controlled by said piston in'cooperation witha brake applying means to cause' eitherl of two degrees of service application ofthe brakes when the piston is reciprocated towards its face of smaller area, and either of two degrees of application of the brakes, including an emergency application, when the ypiston is reciprocatedtowards kits face of ylarger area, and means of changing from normal the pressure relation of the faces ofthe differential piston to effect such movements.y

29. In a train control system comprising abrake" pipe, and means fory charging the brakev pipe, including a main reservoir, the combination of a differentiall piston having opposite faces of dierent areas normally subjected to main reservoir pressure, a cylinder in which the differential piston rec1pro pressure relation on the faces ofthe diierential piston to effect a reciprocation of the' piston, `and means for vrestoring the difei'-,

vential pistoni to its normal position'on res-` Y pressureL to the 20 toration of main reservoir opposite faces of the piston.

f .FRANK DEsMoND SPRAGUE. f 

